Nurcahyo Utomo, a investigator for Indonesia's National Transport Safety Committee, at a press conference announcing preliminary investigations of their investigation…
Lion Air Flight Investigators JT610’s deadly crash released a preliminary report on Wednesday and said the jet’s pilots fought for control of an automated system that brake the Boeing 737’s nose too far.
The report discussed Lion Air’s maintenance practices and an anti-stall system in the airplane. investigators said it was “too early” to identify a solid cause of the crash.
The Boeing 737 MAX 8 crashed in Java Sea less than 15 minutes after the 29th of October started and killed 189 people. The aircraft had only been in service since August.
Indonesia’s Transport Safety Committee, known as KNKT, used preliminary data collected from the airline’s “black box” flight recorder, recovered earlier this month in its report, presented at a Wednesday conference.
Almost shortly after launch, the report said the beam began to experience “stick shaker activation”, which vibrates the pilot’s controls. KNKT says this is considered to be “un-airworthy”.
Stick shaker activation is “very distracting and unpleasant”, told former Boeing Air Traffic Engineer Peter Lemme Reuters. “It’s not something you’ll ever want as a pilot.”
According to the report, a sensor appeared false that the nose of the beam was too high. An automated Boeing anti-lock system drove the nose down, while pilots tried to use their controls to get it back.
Data showed that 737 pilots managed to pull their noses in the jet 26 times from start to blossom into the ocean in what Lemme has called a “deadly game of the tag.”
This automatic system is called the control function boost system, “a computerized Boeing system installed on its latest generation of 737 to prevent the planet’s nose getting too high,” like New The York Times describes it.
There are steps pilots can take to manually override the system, but it is not clear if the Lion Air pilot on board JT610 knew them.
As the Times Report,
“After the crash, pilots expressed concern that they had not been fully informed about the new Boeing system. And how it is wool requires that they respond differently in the event of the type of emergency that supported by the Lion Air crew.
“Boeing has said that the correct steps for pulling out of an incorrect system activation were already in flight manuals, so there was no need to specify this specific system in the new 737 jet. “
Boeing has sent urgent updates emphasizing” existing routines “since the crash reported by NPR’s David Schaper.
KNKT investigator Nurcahyo Utomo said on Wednesday the Security Committee had not yet determined whether the system was a contributing factor. 19659008] The preliminary report did not grant a blame but listed new safety instructions to Lion Air – “in addition to previous recommendations on the flight book already made by Boeing,” Reuters reports.
According to the report, the jet had airspeed and altitude problems in four different flights in three days before the crash and had incorrect sensor readings several times. It was in an “airworthy state” on its 28th October last flight.
On that flight, the arrows closed the MCAS system and stabilized manually by pushing the nose too far. reported the question to Lion Air, who checked 737 and approved it for his final start n earliest day.
Lion Air, a low cost carrier that has expanded rapidly in recent years, has a cloudy security record with a number of incidents over the years – including a crash landing at the sea, which markedly resulted in no deaths.
The United States and the European Union have previously forbidden the carrier to operate in its airspace. both lifted that limit in 2016.
Investigators have not found the jet’s cockpit voice recorder, which could provide insight into the pilot’s last actions. “Much” can be achieved by investigators from the voice recorder, Utomo said.